Carburetor



Jufiy B7, H923. LL97 D. COLE ET AL CARBURETOR Original Filed June l9, 191 3 130w Cole h 'ha/r Zas Gwsicz/fsow Wj/imesse's:

Patented July 17, I923.

DON COLE AND CHARLES J'- GUSTAFSON, OF CHICAGO, ILLINOIS, ASSIGNORS TO STROM- BERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A. CORPORATION OF ILLINOIS.

Application filed June 19, 1914, Serial No. 845,999. Renewed October 16, 1922. Serial No. 594,901.

To all whom it may concern:

Be it known that we, DON Conn and CHARLES J. GUsrAFsoN, respectively a citizen of the United States, and a subject of the-King of Sweden, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Carburetors, of which the following is a full, clear, concise, and exact description, reference being had to. the accompanying drawings, forming a part of this specification.

Our invention relates to carburetors for internal combustion engines, and it is directed to certain improvements with theobject of securing an efiicient mixture atall of the various suctions created by the engine. The important features of our invention are a moving fuel nozzle, which moves toward and away from a substantially constant liquid fuel level, a special air valve construction, a. special fuel valve construction, and certain features for the purposes of control. Our invention is concerned with certain features of lesser importance, and.

is'also concerned with certain combinations of the above enumerated elementsalone, and

also further combinations with 7 additional carburetor parts.

Our invention is illustrated in the. accomanyin drawing which, in the main, is a ongitu inal axial sectional view.

The main casing is illustrated at '1, and

it will be seen that it is interiorly provided with a Venturi tube 2, to which a main air inlet passage-way 3, leads. A manually operated valve 3 controls this opening.

The reference character 4 indicates the carbureting chamber generally, into which the 4 Venturi tube extends, and from which the outlet 5 is provided, this outlet being controlled by the usual throttle valve 6. As illustrated, the casin is provided with the flange 7 by means 0 which the carburetor is attached to the engine manifold. A water jacket 8 is provided, as shown.

The main fuel nozzle 9 is mounted in a vertical stem 10, which is formed integrally with a bridge 11, extending diametrically 60 across the main air inlet passage. A shelf 12 supports afloat chamber 13, which communicates with the nozzle 9 by means of .a

passage 14, and this float. chamber maintains a level of liquid fuel approximately on the dot and dash line m-w, being supplied through the pipe 15.

The carbureting chamber 4 is provided wlth a side extensionlti in the top wall of which an opening 17 is provided. An annulus' 18 is secured in said opening, and a br1dge-piece'19 spans this annulus. The

opening through this annulus is the auxil iary air opening. 1

A hollow stem 20 is hung from a head 21, which rests upon the top of the bridgep cce 19. The bottom of this stem is provided with a collar 21', and a spiral spring 22 rests upon this collar. A valve 23 is provided with a hollow stem. 24, which surrounds thestem 20 and at the top of the stem 24 there is provided an adjusting cu 25 within which the spring 22 engages. t Will be seen now that the valve 23 is normally held upon its seat by means of the spring 22, and that the tension of this spring may be varied by turning the cup 25, this cup being held in any adjusted position by a'snap spring 26, which is carried by the valve, and which engages in any one of a plurality of grooves 27 in the periphery of the cup. Rotation of the valve is prevented by the engagement of a pin 28 in a socket 29 in the part 19.

The hollow stem 24 extends downwardly through an aligned opening 25 in the lower wall of this part of the carbureting chamber, and passes into a dash pot 26 aligned therewith, the bottom of this dash p'ot being closed by the cap 27*.

A plunger 28 arranged to reciprocate 'in the dash pot 27 is secured to the bottom of the hollow stem 24 by means of a clamping screw 29, there being a clearance around the plunger. The interior of. the dash pot communicates with the passage-way 14 by means of the passage-way 30, which enters the dash pot just above the plunger 28*, as shown.

A supplementary fuel nozzle 31 is inserted in the hollow stem 24 in a position in proximity to the fuel level line, as illustrated. This nozzle is fed through the hollow stem by Way of the side passage-ways 32. It will now be seen that gasoline can travel upwardly from the dash pot, through the hollowstem 24, through the nozzle 31, through the openings 21* in the collar 21' on the stem 20, and through the annular space in which the spiral spring 22 is disposed. A fuel discharge port 33, which is carried on the under side of the valve 23 and is directed toward the outlet "from the carbureting chamber, communicates directly with this annular space, as shown.

Anormally seated fuel valve 34 is secured in a stem 35, which is disposed in the hollow stem 20. A spiral spring 37 surrounds the stem 35 within the hollow stem 20, and tends to keep the valve 34 seated in the nozzle 31.

The stem 35 is prevented from rotating within the hollow stem 20-by means of a key screw 39. The stem 35 extends upwardly beyond the head 21 and has its end screw-threaded for the reception of a head 36, which head may thus be adjusted to ward and away from the head 21. 14 pin 38 is secured in the head 21, and the head 36 is adapted to be held in any adjusted positionb theengagement of said pin in any one of a plurality of openings 38' in the flange on the head 36, It will be seen that this is a very flexible arrangement, since the fuel valve 34 may thus be made-to be either normally seated or normally unseated. We have illustrated it as being normally seated, and it will b o-noted that when the valve 23 opens, the time at which the fuel nozzle opens will depend upon the relation of the head 36 and the head 21. Thus, if it is desired to have the valve 23 open a short distance before the nozzle 31 is opened, the head 36 is so adjusted that normally it is a short distance above the head 21, as illustrated in the drawing. In such a case, it will be seen that under the influence of the spring 37, and gravity for that matter, the valve 34 will follow the downward movement of the nozzle 31 until the head 36 engages with the head-21 and, from then on, the nozzle 31 will be gradually opened wider as its downward movement continues. When it is desired to change the adjustment of the valve 34 either as to its ndrmal position or as to the point at which the nozzle 31 is to open, in the opening of the valve 23, the head 36 is pulled upwardly to release it from the pin 38 and is then turned in the proper direction the desired amount, being then again dropped down on to the pin 38.

A lever 40, pivoted to the bridge-piece 19 at 41, is operated from the dash by means of a wire 42 secured by means of a screw 42 in a rotaryhead 42 on the lever. This lever 40 has pivoted thereto, at 43, a link 44, which rides upon the top of the bridge-piece 19, and which has a cam surface 45 engaging the under side of. the head 21. When the lever 40 is swung about to the right, the head 21 isvraised to increase the tension of the spring 22 and, later in this movement, the head 21 engages the head 36 to raise the ,valve 34.

The dash adjustment, which has just been described, is used particularly on starting where it is desired to cut down the amount of air entering the carburetor, this being done by confining the entry of air to the capacity of the main air inlet. At the same timefmore fuel is made available and the rich mixture, desirable under these circumstances, is secured. As the operation of the engine proceeds, the springs and the valve are allowed to come back to normal. In the starting operation the entry of air may be further restricted by 'means'of the valve 3 which may be closed down to limit the entry of air to that passin through the clearance around it, but. whic is wide open in subsequent running.

For a certain range of suctions, after the starting function has been fulfilled, the main fuel inlet and air inlet provide the proper mixture. However, it is well known that as the suctions are further increased, a mixture produced by the main air and fuel inlets alone would be too rich, and, therefore, diluting air or a diluting-mixture is admitted from the auxiliary air inlet or the auxiliary air inlet and the auxiliary fuel inlet.- It will be noted that the auxiliary fuel inlet is located on the under side of the auxiliary air valve, and is directed toward the carburetor outlet. The auxiliary air valve is operated by suction, but the influences which tend to hold it upon its seat are such that it does not respond until after a certain degree of suction has been attained. With the auxiliary fuel inlet located as it is, the aspirating effect of the air entering through the auxiliary air inlet is very pronounced and the cooperation between the auxiliary fuel and the auxiliary air is especially eflective.

The operation {of the valve 23' is made smooth and even by the dash pot action which is provided for, and the valve may be said to be responsive to the effective suction of the engine as distinguished from all the minute-pulsations produced thereby. The valve 34 being properly adjusted for the purpose, the response of additional fuel is not coincident with the entry of additional air, but is slightly delayed in the interestof the proper mixture at all suctions. After the valve 23 has been opened sufliciently to open the nozzle 31, the tapering of the valve and of the seat results in a gradual enlarging of the auxiliary fuel passage-way as the air valve descends. Furthermore, an important action occurs, since-the restriction in this auxiliary, fuel passage-way, and for that matter the auxiliary fuel outlet itself, are brought down closer to the fuel level so as to require a lesser potential to cause an issue from the 'auxiliar fuel inlet, thus working in harmony wit the idea of getting more ,fuel as the suction increases, but at a properly controlled rate, so as to counteract the tendency of the main fuel and air inlets to produce in themselves too rich a mixture at the higher suetions.

\Ve claim as new and desire to secure by Letters Patent:

1. In a carburetor, an automatic air valve, a fuel nozzle moving therewith, a valve for said fuel nozzle. means for adjusting the normal position of said valve. and temporary adjusting means for increasing the ten sion on said air valve and for raising said fuel valve later in the adjusting movement.

In a carburetor, an air inlet, a valve for said inlet, a spring tending to hold said valve on its seat, a fuel nozzle, a valve for 15 said fuel nozzle, and a dash adjustment for increasing the tension of said spring and later in its movement for-raisingysaid fuel valve to open said fuel nozzle.

In witness whereof, we hereunto subscribe 20 our names, this 15th day of June, 19H.

DON COLE.

CHARLES J. GI STAFSUN. \Vitnesses:

CHARLeslV. STEGIS,

- JOHN A. DIENNER. 

